ALL-DAY 750
I got this 1974 Ducati 750 GT in 2017 with just under 27,000 miles on the speedometer. It was in good condition and had just had the tank and sidecovers painted. I wrote about this bike in RC196 so I will skip the restoration story.
Much has been written by many about Ducati’s first two-cylinder motorcycle. Highlights are that it is a 90 degree L-twin with cams driven by a bevel gear-driven shaft and valves operated conventionally by rockers and springs. These early 750s are often referred to as ‘round case’ motors because of the shape of the engine’s covers.
This bike’s starting process is similar to the 860’s: fuel taps on, choke lever on full, bring to TDC, kick through, ignition on, another kick and it fires into life. It is notable that while the 860 has the SS rearsets and long straight kickstarter, the 750 has the stock, curved kickstart lever. The practical difference is that the lever doesn’t engage as high up in the stroke as the SS lever. It feels like a very short stroke and that you are kicking down. But it works!
Getting a leg up and over the ample seat takes a bit of a stretch as the bike is higher than it looks, and feels a bit tippy to me. Maybe that 19” front wheel has something to do with it? The instrumentation is basic: Smiths clocks, three warning lights and a toggle arm to turn the headlight on. The ignition key is down by the left sidecover.
The switchgear is also basic, a high / low beam switch, turn signal switch and a button for the horn. That’s it. No kill switch.
Gearchange is on the right, one-up and four-down like the 860. Clutch in, left foot lifts the shifter, slip the clutch, give it a bit of gas, feet up and you’re off!
No longer tippy, the bike feels stable and planted. Steering through town traffic is a bit heavy and there is less steering lock than the 860 because of the tank. But the higher handlebars offer a comfortable riding position and good leverage. I am 5’ 11” and the footrest / controls / seat / handlebar positioning fits me well, with just a slight
forward lean that feels encouraging.
The engine and exhaust note have the same transition as the 860 below and above 5000rpm. It changes from a satisfying drum beat to a driven staccato, yet the exhaust note is muffled enough to keep enforcement happy while still pleasing to one’s ear. How does Conti do it?
The throttle is well connected to the motor, below 5000 it is all torque and pulling power. Above that it is a revvy turbine that feels directly linked to your right hand. Shift down to enter a curve, set your line, eyes on the exit, accelerate through, shifting as necessary, and enjoy how the bike and the corner connect. The single front disc has plenty of feel and power and quickly hauls the bike down. The rear brake pedal is right where I want it and engages the drum exactly as much or little as I wish. The suspension is firm, IKONS on the back, the stock 38mm Marzocchi leading axle forks on the front, yet supple enough to provide some comfort.
Unlike the 860 with the SS equipment, taking a break never enters into your mind. Just as long-legged, the 750 is a bike that wants to go and keep going. The excellent seat and riding position put no stress on the hips, thighs, forearms, wrists or rear end. No wonder it was called a GT. Set up with the proper touring gear, this bike is an all-day rider.